REMOLCADORES DE ALTURA SIGLO XX

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REMOLCADORES DE ALTURA SIGLO XX

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Buenas tardes, este post va dedicado a los remolcadores de altura construidos antes del año 2000.
Comienzo por uno que siempre me ha gustado. Las especificaciones y características técnicas los he copiado tal cual:
El Chino DE YI IMO 8908258 BSCC
Tug DI YI chino.jpg
 
Flag: China
Home Port: Shanghai
Year Built: 1990 in Japan
Classification CCS
Call Sign: B S CC
Inmarsat-C Number: 341264810 / 341264812
Length Overall:     95.00 M
Length BP: 85.00 M
Breadth Moulded: 15.20 M
Depth Moulded: 7.50 M
Design Draught : 6.50 M
Gross Tonnage: 3128 Tons
Net Tonnage: 938 Tons
Dead Weight: 2,400 Tons
DECK EQUIPMENT  
Anchor: 2 x Stockless Anchors 2640KG, 1 x spare anchor
Windlass: 2 x 13 tons Electrical
Tugger winch: 2 x 10 tons each, Hydraulic
Capstan: 1 x 10 tons each, Hydraulic
Hyd. Crane: 2 sets 10/2 Tons x 12.3 / 17.8 M
TANK CAPACITY  
P. Water: 354 M3
D. Water: 339 M3
Fuel: 1580 M3
MGO: 212 M3  
Main Engine: HITACHI B&W7L35mc 5320ps X 200rpm x 2 sets (10,640BHP)
Bollard Pull: Max. 122 T
Propeller: Kawasaki-Escher CPP Propellers in Kort Nozzles
Aux. Engine: Daihatsu – 6DLB –19  500KVA x 390V x 50 HZ x 3sets
Thrusters: 1 Bow Thrusters 5 tons electric motor driven
Speed: 17 Knots at 33.5 Tons/24 hrs
TOWING/ANCHOR HANDLING  
Winch: 130T x 9M/min double drums
Tow Line: Diam. 66MM x 1200M
Shark Jaw: Yes
Towing Pins: 170 T Pull
Wire Stopper: 500T SWL
Stern Roller: 5.4M x Dia. 1.85M
FIRE FIGHTING (FFI) CCs  
Fire Pump Capacity: 2 x 240 M3/hr x 130 M
Monitors: 1 x 45M3/hrs  1 x 40M3/hrs
ACCOMMODATION  
Crew Quarters: 25 berth
Passenger Berth: 15 berth
Total Berths: 40, All fully air-conditioned
saludos
cabot
Sebastian Cabot
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SMIT SINGAPORE

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SMIT SIMGAPORE..jpg
SMIT SINGAPORE
IMO No 8213964
Built as a tug under yard No 790 by Niestern-Sander B.V. Delfzijl, Netherlands for Smit International Sleepboot Maatschappij “Smit Singapore” B.V., Rotterdam.
07 May 1983 keel laid down.
17 December 1983 launched as SMIT SINGAPORE
Two sisters the SMIT LONDON and SMIT ROTTERDAM.
Tonnage 2,673 grt, 803 net, 1,985 dwt.,
dim. 74.86 x 15.68 x 7.62m,
draught 6.8m.,
length bpp. 65.2m.
Powered by two 9-cyl. Stork Werkspoor diesels, 13,500 bhp., twin shafts,
Speed 17 knots.
Bollard pull 189 ton.
Bunker capacity 2,101 cubic meter.
SMIT SINGAPORE sea tug.jpg
08 May 1984 completed, homeport Rotterdam.
After delivery managed by Smit Tak Int. Zeesleep & Bergingsbedrijf.
Her maiden tow was with the Statfjord C platform in 1984.
09 November 1990 under Bahamas flag and registry.
1991 Transferred to Smitwijs Singapore C.V., Rotterdam, still under Bahamas flag.
November 1996 under Dutch flag and registry again.
18 October 1998 renamed in SMITWIJS SINGAPORE.
October 2001 she towed the heavy lift platform GIANT 4 together with the salvaged Russian nuclear submarine KURSK to Murmansk.
03 August 2007 renamed in SINGAPORE and owned by Svitser Ocean Towage B.V. Rotterdam.
19 February 2013 sold to Priyanka Shipping Ltd. and renamed GLOBAL SUCCES I., managed by Diavlos Salvage & Towage Ltd. Panama flag and registry.
23 May 2014 arrived by Marine Lines Ship Breakers at Alang,.
saludos
cabot
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Capitan
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Re: REMOLCADORES DE ALTURA SIGLO XX

Mensaje por ground swell »

Tsavliris Giant, no se descargarlo, a ver si con esto alguien es capaz de hacerlo.

https://subefotos.com/ver/?ae55a84d43f0 ... f47d6o.jpg
Los países pobres presumen de mujeres guapas y soldados valientes.
Las mujeres con pasado son las más interesantes lo mismo que los hombres con futuro.
Benito Sacaluga
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Re: REMOLCADORES DE ALTURA SIGLO XX

Mensaje por Benito Sacaluga »

ground swell escribió: Dom 26 Jul 2020 23:45 Tsavliris Giant, no se descargarlo, a ver si con esto alguien es capaz de hacerlo.

https://subefotos.com/ver/?ae55a84d43f0 ... f47d6o.jpg
ae55a84d43f0b674bc07a46c1e3f47d6o.jpg
"En la oscuridad, el jinete experto suelta las riendas y confía en su montura"
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Re: REMOLCADORES DE ALTURA SIGLO XX

Mensaje por ground swell »

La foto me la regaló el capitán, tenía cuatro motores y era impresionante, lo visité hará unos 16 años, veré en suispottin que ha sido de él.
Los países pobres presumen de mujeres guapas y soldados valientes.
Las mujeres con pasado son las más interesantes lo mismo que los hombres con futuro.
ground swell
Capitan
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Re: REMOLCADORES DE ALTURA SIGLO XX

Mensaje por ground swell »

Perdón, quise decir shipspotting.com
Los países pobres presumen de mujeres guapas y soldados valientes.
Las mujeres con pasado son las más interesantes lo mismo que los hombres con futuro.
Sebastian Cabot
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FOTIY KRYLOV ex TSAVLIRIS GIANT

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Los datos del FOTIY KRYLOV ex TSAVLIRIS GIANT
1989 SB 135, 1992 FOTIY KRYLOV, 1992 GIANT, 1993 TSAVLIRIS GIANT, 1995 FOTIY KRYLOV
Sisterships: NIKOLAY CHIKER
Registered: IMO 8613346 (RS 872674) /(MLT)ON 3255
5250 GRT, 1575 NRT,
Loa 97,60m(86,85), B 19,36m, D 7,200m(9,00)
- ice, fifi, salv.
Machinery: 2 cpp, 4x diesel 4tew V12cyl Wärtsilä type 12V32D, 24480 hp.
Speed: 18,2kn

Historial
SB 135
1989: Launched by "Hollming Oy" at Rauma (FIN) (YN 269) (keel laid 24/08/1987)
1989 -29/06: delivered to the Russian Government (USSR)
1992: renamed FOTIY KRYLOV
1992: To "Emex Bulk Towing & Salvage Co Ltd" at Malta (MLT), renamed GIANT
1993: To "Emex Bulk Towing & Salvage Co Ltd", mng "Tsavliris Salvage (International) Ltd"at Piraeus (GRC), renamed TSAVLIRIS GIANT(MLT flag, regd Valetta, ON 3255, c/s 9HWC3)
1995: To "A/O Sovfracht", mng "Tsavliris Russ (Worldwide Salvage & Towage) Ltd" at Limassol (CYP), renamed FOTIY KRILOV(RUS flag, regd Vladivostok, ON P289, c/s UFCE)
2000: To "Intertug Ltd - Intertag Kompaniya Ltd" (same manager) at Limassol (CYP)
2003: To "A/O Sovfracht" (same manager) at Vladivostok (RUS)
2005: In service
Saludos cabot
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EL HOSTIÓN DE LOS MAERSK´S

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The Danish Maritime Accident Investigation Board has released its report into the sinking of the decommissioned PSVs Maersk Searcher and Maersk Shipper in December 2016. The DMAIB concluded that the fenders between the two ships failed during a side-by-side tow through the English Channel, and that the ships collided repeatedly until damage and flooding caused them to founder.
TUGS 1.png
The two aging Maersk Supply ships were prepared for scrapping in 2016. In the summer, a Maersk superintendent began drafting plans for towing them to the scrapyard using an AHTS, the Maersk Chancellor, and began to draft plans for the evolution. The Chancellor lacked the winch arrangements for a standard double tow, so the superintendent began to plan for a side-by-side tow on one wire – not a standard arrangement for ocean towing.
TUGS 2.png
However, the superintendent was laid off in a round of dismissals before the tow got under way, and he was not given time to hand off his work to his colleagues. Shortly thereafter, another round of reorganization completely replaced the leadership for Maersk Supply's Europe operations.
A trainee took over the preparations for the tow in December under guidance of the new operations manager. The team assumed that the draft plan for the towing rig was finalized and approved, and that all was ready to go. However, the initial draft was not a finalized towing plan, and it was not designed for the towing vessel that Maersk Supply decided to deploy – the Maersk Battler, not the Chancellor. The Battler was equipped for a double tow and did not need the special side-by-side arrangement developed earlier.
TUGS 4.png
With the Searcher and Shipper rigged side-by-side, the Battler left Fredericia on the morning of December 12. After taking on stores she headed south through the North Sea in fine weather. On December 20, as she was transiting the English Channel, the swell increased and the crew paid out the tow wire to about 2,000 feet. At this time, they noticed that the fenders between the two PSVs had disappeared, and that the vessels' hulls were making contact (below).
The crew did not believe that this posed a problem, as the vessels were due to be scrapped anyways, and the captain planned to inspect the ships further upon reaching the Mediterranean. Inspecting them in choppy conditions in the Channel or the Bay of Biscay was considered too hazardous.
The weather worsened on December 21, with westerly swells reaching 15 feet. In the morning, it was clear that both vessels had suffered damage to their superstructures, and that they were listing towards each other (below). Again, the crew did not perceive that this posed any serious risk, as the damage appeared to be above the waterline. The vessels continued to collide into the night.
At about 2330, the watch AB observed that the Searcher was riding deeper in the water and listing heavily. He alerted the master, who realized that Searcher was about to capsize. She went over about ten minutes later, and threatened to drag Maersk Shipper down with her by the bridle. The tow wire was at about 800 feet, much more than the water depth, so Maersk Battler was in no danger from the sinking.
Searcher went down at 0022, and Shipper capsized a few minutes later. The second vessel stayed afloat until 0600, when she followed her sister ship to the bottom.
TUGS 5.jpg
In an after-accident analysis, DMAIB concluded that:
- the fendering was not sufficient to withstand the force of the repeated impact of the two vessels.
- the crew failed to recognize the developing emergency, in part because they assumed that the damage was acceptable for the decommissioned vessels.
- the impact damage penetrated the vessels’ watertight envelopes, leading to progressive flooding and capsize.
- the towing arrangement and towing plan made no provisions for disconnecting the two vessels in an emergency, raising the risks from a casualty involving one ship.
More broadly, DMAIB noted that Maersk Supply had used industry-standard tools to evaluate the risks associated with the voyage and had moved ahead anyways – pointing to the limitations of the risk management system itself:
"The risk management system offers to handle risk as an objective value and to provide a structure for handling risk. However, there is no aid or control of what is put into the system . . .The numeric risk value is based solely on how imaginative the involved persons are,” DMAIB wrote. “The assessment of the risk reduction is highly sensitive to one or more individuals’ subjective risk perception, which will be strongly influenced by the desire to make the operation possible. Thereby, the risk management system will rarely limit activities prone to risk. In fact, the risk management system instead tends to facilitate the carrying out of risk prone operations.”
buen ferragosto
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OCEANIC

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OCEANIC
1969 - 2013
OCEANIC sea going tug.jpg
Bugsier-, Reederei- und Bergungs A.G.- Hamburg; 17-01-1987 Bugsier-, Reederei und Bergungs G.m.b.H.- Hamburg.
Keel laid 25-08-1967; launched 02-03-1968; delivered 06-06-1969 hull Rickmers Rhederei GmbH Rickmers Werft - Bremerhaven; completed F.Schichau G.m.b.H.- Bremerhaven (349/1744)
87,23 x 78,01 x 14,79 x 7,27 x 6,31 m.
2.294 grt; 1.416 dwt
Distintivo D.I.A.L.
IMO 6901490
2x 4SA 16 cylinder Klöckner/Humboldt/Deutz type RBV.16M.540, 370x400 connected to one controllable propeller;
in 1985 2x 4SA V12 cylinder Klöckner/Humboldt/Deutz type SBV.12M.640, 370x400; 1x BASM 28 connected to a Strüver generator 1200 kW/400 V/50 Hz; 1x 4SA 6 cylinder Deutz type BF.6M.716 connected to a1 Strüver generator 140 kW/400 V/50 Hz; 1 emergency generator 100 Kw /231\400 V/50 Hz; 2 winches each with 1800 m wire 8,5"; 3 FiFi monitors 700 m3/hr
17.050 bhp; after 1985, 13.194 bhp; 9.705 kW.
22 knots; na 1985, 17 knos
152,5 tons BP.
21-06-2013 renamed OSMAN KHAN by Karpowership Co. Ltd. (TA Romorkor Kurtarma Hizmetleri ve Dis. Tic. Ltd. Sti.) - Monrovia

In 1975 rebuild.
In 1985 rebuild again.
In 2003 in Coast Guard Service.
In 2011 laid-up at Bremerhaven.
In April 2015 renamed ORKA SULTAN by Karadeniz Powership Osman Bey - Istanbul.
In December 2016 renamed OCEANIC by unknown owner (Magenta Investments???) and to Malta for conversion into a superyacht.
Salutem
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SEAFLAKE

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BALTIC RESCUER tug sea going.jpg
SEEFALKE (2) /BALTIC RESCUER
1970 - 1989
Bugsier-, Reederei und Bergungs A.G - Hamburg; 17-01-1987 Bugsier-, Reederei und Bergungs G.m.b.H.- Hamburg; 09-06-1986 Mosquito Shipping Co.Ltd. (Bugsier-, Reederei und Bergungs A.G ) - Limassol
Launched April 1970; delivered 14-11-1970 F.Schichau G.m.b.H.- Bremerhaven. (1749)
71,23 x 63,51 x 12,76 x 6,51 x 5,77 m.
1.339 grt.
Distintivo.-D.N.K.K./ C.4.G.H.
IMO 7017454
Class.- Lloyds Register
Propulsores.-2x 4SA V12 cylinder Klöckner/Humboldt/Deutz type RBV12M350, 400x500 each, 6.000 bhp; later upgradet to 9.000 hp
to a controllable propelle, 16,8 knots.
Planta eléctrica.-3 generators 210 kW/380 V/ 50 Hz; 1 generator 110 kW/380 V/50 Hz.
2 towing winches 1.500 m steelwire diam.6,5".
FiFi pump 300 m3/hr at 15 bars; capstand 21 tons at the aftdeck.
diver materials for 2 diversand decompression room.
Engine for steam 3 tons per hour at 15 bars.
Tiro a punto fijo(BP).-75 tons.
Newbuilding
Sold 26-01-1989 renamed BALTIC RESUER by North Atlantic Towage & Salvage Ltd.- Limassol.
9-06-1996 sank alongside quay in Port of Spain during a trip with CITADEL VICTORY and DRAKE VICTORY from Port Arthur to China.
In 1998 to Yau Wing Shipbreaker - Hong Kong for scrap
saludos
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Re: REMOLCADORES DE ALTURA SIGLO XX

Mensaje por ground swell »

El antiguo SEEFALKE estaba de base en La Coruña, por lo menos en los años 1958 al 1968 que yo recuerde. Era más pequeño que este, pero comparado con nuestros remolcadores asustaba.
Los países pobres presumen de mujeres guapas y soldados valientes.
Las mujeres con pasado son las más interesantes lo mismo que los hombres con futuro.
Sebastian Cabot
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Mensajes: 2644
Registrado: Mié 07 Nov 2007 12:46
Rank: Chief Engineer

REMOLCADORES DE ALTURA SIGLO XX

Mensaje por Sebastian Cabot »

ground swell escribió: Dom 09 Ago 2020 9:19 El antiguo SEEFALKE estaba de base en La Coruña, por lo menos en los años 1958 al 1968 que yo recuerde. Era más pequeño que este, pero comparado con nuestros remolcadores asustaba.
Supongo que te refieres al SEEFALKE IMO5317276 DDSR.
SEEFALKE 1 gener.jpg
Fue construido por Tecklenborg AG en Wessermünde en 1924 Nº401.
59 metros de eslora por 9 de manga y 5.2 de puntal.
Propulsado por un par de MAN de 6 cil y 4 t de 1.200 CV unitarios a dos ejes, sustituidos en 1942 por una pareja de Deutz de 6 cil 4 t. y 1.500 CV.
15 nudos, 35 Tons de BP.
SEEFALKE 1 er.jpg
Desde 1969 dado de baja y propiedad del Museo de Bremerhaven, se puede visitar en la actualidad.
El control de maquinas esta hecho con mala leche, a parte de para poder mandar los escapes hacia proa para despejar la cubierta de los guardacalores, para dejar sordos a los maquinistas con los turbos en las orejas, cosas de alemanes.
Comparado con las chatarras nuestras de la época, un gigante.
saludos
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